US20230151861A1 - Actuator assembly for a vehicle brake and method for manufacturing an actuator assembly for a vehicle brake - Google Patents
Actuator assembly for a vehicle brake and method for manufacturing an actuator assembly for a vehicle brake Download PDFInfo
- Publication number
- US20230151861A1 US20230151861A1 US17/987,003 US202217987003A US2023151861A1 US 20230151861 A1 US20230151861 A1 US 20230151861A1 US 202217987003 A US202217987003 A US 202217987003A US 2023151861 A1 US2023151861 A1 US 2023151861A1
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- US
- United States
- Prior art keywords
- electric motor
- actuator assembly
- circuit board
- assembly
- unit
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
- B60T13/74—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D65/00—Parts or details
- F16D65/14—Actuating mechanisms for brakes; Means for initiating operation at a predetermined position
- F16D65/16—Actuating mechanisms for brakes; Means for initiating operation at a predetermined position arranged in or on the brake
- F16D65/18—Actuating mechanisms for brakes; Means for initiating operation at a predetermined position arranged in or on the brake adapted for drawing members together, e.g. for disc brakes
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2121/00—Type of actuator operation force
- F16D2121/18—Electric or magnetic
- F16D2121/24—Electric or magnetic using motors
Definitions
- the disclosure relates to an actuator assembly for a vehicle brake.
- the disclosure is furthermore based on a method for manufacturing an actuator assembly for a vehicle brake.
- An actuator assembly in this case serves to move a brake pad of an associated vehicle brake into a braking position in which it is applied to a brake rotor, for example a brake disc, with a certain contact force.
- actuator assemblies are also used to actively lift the brake pad off the brake rotor and thus transfer it to a rest position.
- actuator assemblies Given that vehicle brakes and associated actuator assemblies are produced in high quantities, it is important to configure actuator assemblies in such a way that they can be manufactured in a simple and cost-effective manner. Simple and cost-effective installation is particularly important in this case.
- an actuator assembly of the type mentioned at the outset which has a control assembly, which can be installed as a separate sub-unit and which comprises a partition panel and a circuit board fastened to said partition panel.
- the actuator assembly furthermore has a drive assembly, which can be installed as a separate sub-unit and which comprises a carrier assembly, on which an electric motor, a spindle drive and a gear unit are mounted, which gear unit drivingly couples the electric motor and the spindle drive.
- a driven shaft of the electric motor is aligned substantially perpendicularly to the partition panel and to the circuit board.
- the control assembly and the drive assembly are arranged in a common housing.
- the housing is designed as a sub-unit of the actuator assembly, which sub-unit is separate from the control assembly and the drive assembly.
- the control assembly and the drive assembly are also mutually separate sub-units.
- the control assembly, the actuator assembly and the housing can therefore firstly be produced separately from one another, which can take place in parallel.
- the manufacture of the actuator assembly then only requires the control assembly and the drive assembly to be inserted into the housing. This is comparatively simple and can take place within a short period of time. All in all, the actuator assembly can therefore be manufactured in a very simple, rapid and cost-effective manner.
- the control assembly is designed to be part of the actuator assembly, the actuator assembly moreover has comparatively few external interfaces. This can therefore be installed in a vehicle with little effort.
- the electric motor which is present in the actuator assembly is designed as a brushless DC motor. It can be a three-phase motor, Such an electric motor can be operated in an efficient manner. Moreover, it can provide a comparatively high torque relative to its volume. In other words, such an electric motor is compact.
- respective centre axes of the spindle drive and the electric motor are advantageously arranged in parallel.
- a compact construction of the drive assembly and therefore the actuator assembly as a whole is thus achieved.
- the circuit board of the control assembly is provided with a printed circuit, for example.
- electrical and/or electronic components are arranged and electrically contacted on the circuit board.
- the partition panel of the control assembly is manufactured from plastic material. If the partition panel is provided with edges, it can also be referred to as a partition compartment.
- the partition compartment may also be manufactured from plastic material.
- the partition panel is positioned on a side of the control assembly which faces the drive assembly. In the installed state, the partition panel is then located between the drive assembly and the circuit board. It therefore represents a dividing wall between the components of the drive assembly and the components of the control assembly.
- Positioning and/or fastening devices for the drive assembly can moreover be provided on the housing.
- Appropriate devices for positioning and/or fastening the control assembly can also be provided on the housing.
- the drive assembly comprises devices for positioning and/or fastening the control assembly.
- the control assembly can comprise devices for positioning and/or fastening the drive assembly. A combination of these alternatives is also possible.
- the housing can be manufactured from plastic material, at least in part. Such housings can be manufactured in a simple and cost-effective manner, for example using an injection moulding technique.
- the housing is manufactured entirely from plastic material.
- the housing comprises a substantially shell-shaped housing base part and a housing cover which closes the housing base part.
- a housing base part and a housing cover can be manufactured in a simple and cost-effective manner.
- the housing cover can also be shell-shaped.
- the housing cover can be plate-shaped.
- the housing base part and the housing cover are tightly welded to one another in the installed state.
- the control assembly and the drive assembly are therefore reliably protected against undesirable environmental influences.
- a cooling body made of metal is provided on the housing cover, which cooling body contacts at least one electrical or electronic component of the circuit board in a thermally conductive manner. Heat which is generated during operation of the circuit board can thus be reliably dissipated to the environment.
- the housing cover is manufactured from metal and serves overall as a cooling body.
- the housing cover is then coupled to at least one electrical or electronic component of the circuit board in a thermally conductive manner so that heat which is generated during operation of the circuit board can be reliably dissipated to the environment via the housing cover.
- An arrangement for positioning and fastening the circuit board can be provided on the partition panel.
- the circuit board can thus be positioned and fastened on the partition panel in a simple and reliable manner.
- the positioning comprises both a translatory and a rotational positioning.
- Centring represents a special type of positioning.
- retaining ribs for lubricating medium are arranged on a side of the partition panel which faces the drive assembly.
- the retaining ribs are adjacent to components of the drive assembly.
- they can be provided with a lubricating medium, for example lubricating grease.
- the retaining ribs now have the effect of also keeping the lubricating medium in the region of the associated components during operation of the actuator assembly. This applies in light of the centrifugal forces which occur during operation of the drive assembly. All in all, good reliability and operational safety of the actuator assembly can thus be ensured.
- a plug-connector half can also be integrally provided on the housing, wherein the plug-connector half is electrically connected to the circuit board via at least a first electric line.
- the plug-connector half can be designed to supply the actuator assembly with electric energy.
- the actuator assembly it is conceivable for the actuator assembly to be connected to a bus system, e.g, a CAN bus system, via the plug-connector half. It is also possible to couple a wheel speed sensor to the actuator assembly via the plug-connector half, which wheel speed sensor is associated with a wheel to be braked. The actuator assembly is therefore reliably supplied with the required energy and the signals which are required for operation.
- the components of the plug-connector half are integrated at least partially in the housing.
- the components of the plug-connector half can be pressed into the housing or overmoulded with portions of the housing. Both variants can be produced in a technically simple manner.
- the first electric line it is possible for the first electric line to be integrated in the housing, at least in part, wherein a portion of the first electric line which is on the circuit-board side extends substantially parallel to the driven shaft of the electric motor.
- the first electric line is injection moulded into the housing, for example. The installation of the actuator assembly is thus very simple.
- the first electric line is dimensionally stable. This applies especially to the portion thereof which is on the circuit-board side. Contacting of the circuit board is therefore possible via a press connection or an insulation displacement connection. The electrical contacting therefore involves little effort.
- the electric motor and the circuit board can be electrically connected via a second electric line, wherein the second electric line extends substantially parallel to the driven shaft of the electric motor. This results in a comparatively short second electric line. A structurally simple construction of the actuator assembly is thus achieved.
- the second electric line is also dimensionally stable.
- the effects and advantages achieved are the same as those which have already been explained with respect to the first electric line.
- the partition panel and the circuit board can be connected via a potting material, at least in part. Electric lines provided on the circuit board as well as electrical and/or electronic components can thus be protected against environmental influences. This applies especially to vibrations and moisture.
- the potting material is introduced into the subassembly comprising the circuit board and the partition panel before said subassembly is installed in the housing.
- passages which are delimited by edges, can be provided on the partition panel, wherein the edges serve to keep the passages free of potting material.
- passages for the first electric line and/or the second electric line are provided with such edges, for example.
- the control assembly can comprise a speed regulating unit for regulating a speed of the electric motor and/or a current measuring unit for measuring a current received by the electric motor and/or a current supply unit for supplying the electric motor with electric energy and/or a temperature measuring unit for measuring a temperature within the actuator assembly and/or a force measuring unit for measuring a brake actuating force provided by the actuator assembly and/or a rotational position detection unit for detecting a rotational position of the electric motor and/or an actuating unit for a locking assembly for blocking the driven shaft of the electric motor against rotation.
- the power supply unit can also be referred to as power electronics. All in all, numerous electrical or electronic type functionalities are provided directly in the actuator assembly. In this connection, it is also possible to refer to these functions as being decentralised or locally available. Installation of the actuator assembly is thus simplified, since the number of external interfaces is comparatively small.
- a magnet is arranged on an end of the driven shaft of the electric motor which faces the control assembly.
- a sensor which is associated with the magnet is positioned on the circuit board such that it is substantially opposite the end of the driven shaft. Accordingly, the magnet can also be referred to as a sensor magnet.
- the magnet is a permanent magnet.
- the sensor is for example a Hall sensor or an inductive sensor.
- a rotational position of the driven shaft of the electric motor can be determined by the magnet and the sensor. If associated sensor signals are evaluated over time, motor revolutions can also be detected. Both alternatives are simple and serve for reliable operation of the actuator assembly.
- the application force can be measured by an integrated force sensor.
- a fault situation can be deduced if the measurement values deviate from one another by more than a specified amount or more than a specified percentage.
- a method for manufacturing an actuator assembly for a vehicle brake comprising the following steps is also disclosed:
- a drive assembly into the housing base part, which drive assembly comprises a carrier assembly on which an electric motor, a spindle drive and a gear unit are mounted, which gear unit drivingly couples the electric motor and the spindle drive.
- control assembly comprises a partition panel and a circuit board fastened to said partition panel, wherein the insertion results in an electrical connection of at least the electric motor and the circuit board, and
- a plug-connector half can be integrally provided on the housing and the plug-connector half can be electrically connected to the circuit as a result of inserting the control assembly into the housing base part. This takes place without additional effort during the insertion of the control assembly.
- the circuit board is electrically connected to the electric motor and/or the plug-connector half by forming an electrical press connection or an electrical insulation displacement connection.
- the electrical contacting therefore takes place without further activity during the insertion of the corresponding assembly. Therefore, the electrical contacting does not require additional effort.
- FIG. 1 shows an exemplary actuator assembly, which has been manufactured by a method for manufacturing an actuator assembly, in a perspective exploded illustration
- FIG. 2 shows a drive assembly of the actuator assembly of FIG. 1 in an isolated, partially sectional illustration
- FIG. 3 shows the actuator assembly of FIG. 1 in a sectional view in the plane III of FIG. 1 , wherein a brake calliper assembly is connected to the actuator assembly,
- FIG. 4 shows the actuator assembly of FIG. 3 in a view along the section line IV-IV, wherein a spindle drive of the actuator assembly is not illustrated,
- FIG. 5 shows a carrier assembly of the drive assembly of FIG. 2 in a perspective exploded illustration
- FIG. 6 shows the drive assembly of FIG. 2 in a rear view, wherein a spindle drive is not illustrated
- FIG. 7 shows a detailed view of a locking assembly of the actuator assembly of FIGS. 1 to 6 , wherein the locking assembly assumes a locking state
- FIG. 8 shows a detailed view, corresponding to FIG. 7 , of the locking assembly, wherein the locking assembly assumes a release state
- FIG. 9 shows a control assembly of the actuator assembly of FIG. 1 in a perspective exploded illustration
- FIG. 10 shows the control assembly of FIG. 9 in a view along the direction X in FIG. 9 .
- FIG. 1 shows an actuator assembly 10 for a vehicle brake.
- the actuator assembly 10 comprises a control assembly 12 , which can be installed as a separate sub-unit, and a drive assembly 14 , which can be installed as a separate sub-unit.
- control assembly 12 and the drive assembly 14 are arranged in a common housing 16 .
- the housing 16 comprises a substantially shell-shaped housing base part 18 and a housing cover 20 , by which the housing base part 18 is tightly dosed in the installed state.
- the housing cover 20 is also substantially shell-shaped.
- Both the housing base part 18 and the housing cover 20 are manufactured from plastic material.
- the housing 16 in its entirety is therefore made of plastic material.
- the drive assembly 14 can be seen in detail in FIGS. 2 to 6 .
- the drive assembly 14 comprises a carrier assembly 22 , which has a plate-shaped frame part 24 (see for example FIGS. 2 and 5 ).
- a first fastening interface 26 to which an electric motor 28 is fastened in the illustrated exemplary arrangement, is provided on the plate-shaped frame part 24 .
- the electric motor 28 is connected to the frame part 24 in a captive manner via the first fastening interface 26 .
- a bore 30 via which the electric motor 28 can be fastened to the frame part 24 by a fastener, such as a screw (see FIGS. 4 and 5 ), is provided on the frame part 24 .
- a centring device 32 in the form of a centring surface is arranged on the frame part 24 .
- the electric motor 28 can therefore be fastened to the frame part 24 in a centred manner with respect to a centre axis 34 of the first fastening interface 26 .
- an anti-rotation device 36 in the form of an anti-rotation depression is provided, which is designed to prevent the electric motor 28 from rotating with respect to the frame part 24 .
- a driven gearwheel 40 is arranged on a driven shaft 38 of the electric motor 28 .
- a bearing pin 42 is moreover provided on the frame part 24 , on which bearing pin a gearwheel 44 , which meshes with the driven gearwheel 40 , is mounted in the illustrated exemplary arrangement.
- a receiving space 46 for a planetary gear stage 48 is provided on the frame part 24 .
- the receiving space 46 is substantially bell-shaped (see in particular FIG. 5 ).
- a centre axis 50 of the receiving space 46 is arranged substantially parallel to the centre axis 34 of the first fastening interface 26 .
- a reinforcing part 52 is furthermore fastened to the frame part 24 in such a way that it spans the receiving space 46 at the axial end face with respect to the centre axis 50 .
- the reinforcing part 52 is substantially cross-shaped.
- a bearing point 54 for a gearwheel 56 is moreover provided on the reinforcing part 52 , which gearwheel is arranged coaxially to the planetary gear stage 48 .
- the gearwheel 56 meshes with the gearwheel 44 .
- a gear train 58 is thus formed by the gearwheel 44 and the gearwheel 56 , as the input element of said gear train operates the driven gearwheel 40 .
- the gearwheel 56 is furthermore formed in one piece with a sun wheel 60 of the planetary gear stage 48 .
- the gear train 58 and the planetary gear stage 48 are thus drivingly coupled.
- the planetary gear stage 48 moreover comprises a ring gear 62 , which extends substantially along an inner circumference of the receiving space 46 (see for example FIG. 5 ).
- a total of three planetary gears 64 are drivingly provided between the sun wheel 60 and the ring gear 62 . These planetary gears are rotatably mounted on a planetary carrier 66 .
- the planetary carrier 66 represents a driven element of the planetary gear stage 48 .
- the gear train 58 and the planetary gear stage 48 are also referred to collectively as a gear unit 67 .
- the frame part 24 moreover has a second fastening interface 68 , which is designed for fastening a bearing sleeve 70 for a spindle drive 72 .
- a centre axis of the second fastening interface 68 coincides with the centre axis 50 of the receiving space 46 and is therefore denoted by the same reference sign.
- the second fastening interface 68 has an anti-rotation geometry 74 , which extends circumferentially around the centre axis 50 and is formed by a plurality of radial projections 76 and radial depressions 78 arranged circumferentially in an alternating manner.
- anti-rotation geometry 74 which extends circumferentially around the centre axis 50 and is formed by a plurality of radial projections 76 and radial depressions 78 arranged circumferentially in an alternating manner.
- a reference sign in each case in FIGS. 5 and 6 are denoted by a reference sign in each case in FIGS. 5 and 6 .
- the radial projections 76 and the radial depressions 78 are provided at a constant spacing. This means that the radial depressions 78 each have the same length in the circumferential direction. The radial projections 76 also each have the same length in the circumferential direction. A radial height of the radial projections 76 is moreover constant.
- An anti-rotation device 80 of the second fastening interface 68 is thus formed.
- a complementary geometry 82 is provided so that the bearing sleeve 70 can be inserted into the anti-rotation geometry 74 of the second fastening interface 68 along the centre axis 50 and is held therein in a torsion-resistant manner.
- the spindle drive 72 is received in the interior of the bearing sleeve 70 .
- This spindle drive comprises a spindle 84 , which, in the present exemplary arrangement, is configured as a ball screw (see for example FIG. 2 ).
- the spindle 84 is connected to the planetary carrier 66 in a torsion-resistant manner via the toothed portion 86 .
- the spindle drive 72 can therefore be driven by the electric motor 28 .
- the electric motor 28 is drivingly coupled to the spindle drive 72 via the gear train 58 and the planetary gear stage 48 .
- a spindle nut 88 which is configured in the shape of a piston, is mounted on the spindle 84 .
- a rotation of the spindle 84 brings about an axial displacement of the spindle nut 88 along the centre axis 50 .
- the spindle nut 88 is guided along the centre axis 50 via a linear guiding geometry 90 on the bearing sleeve 70 .
- the linear guiding geometry 90 corresponds substantially to a cylinder lateral surface which forms the inner circumference of the bearing sleeve 70 .
- the spindle nut 88 is furthermore prevented from performing a relative rotation around the centre axis 50 by an anti-rotation device 92 , which is designed as an elongated hole in the bearing sleeve 70 .
- an anti-rotation device 92 which is designed as an elongated hole in the bearing sleeve 70 .
- a radial projection 94 is attached to the spindle nut 88 , which radial projection engages in the elongated hole (see FIG. 3 ).
- the spindle nut 88 moreover serves as an actuating slide for a first brake pad 96 of a brake calliper assembly 98 (see FIG. 3 ). Since the spindle nut 88 and the actuating slide are formed by the same component, they are denoted by the same reference sign.
- the first brake pad 96 can therefore be actively moved towards a brake rotor 100 by the actuator assembly 10 , which brake rotor is designed as a brake disc in the illustrated exemplary arrangement.
- the actuating slide 88 is optionally transferred to an extended position via the gear train 58 , the planetary gear stage 48 and the spindle drive 72 , which extended position is associated with the first brake pad 96 being applied to the brake rotor 100 .
- a second brake pad 102 is thus also applied to the brake rotor 100 (again, see FIG. 3 ).
- the actuating slide 88 can be moved into a retracted position in the same way, which retracted position is associated with the first brake pad 96 and the second brake pad 102 being lifted off the brake rotor 100 .
- the actuating assembly 10 is designed without self-locking, so that the actuating slide 88 , owing to the elasticities inherent to the system, is also automatically moved back into the retracted position when it is no longer actively forced into the extended position by the electric motor 28 .
- a third fastening interface 104 is moreover provided on the frame part 24 (see for example FIG. 6 ).
- This fastening interface is designed for fastening a locking assembly 106 , wherein the locking assembly 106 is in turn provided for optionally blocking the driven shaft 38 of the electric motor 28 in terms of rotation.
- the third fastening interface 104 comprises a bearing pin 108 fastened to the frame part 24 and a fastening interface 110 for a locking actuator 112 .
- the locking assembly 106 is equipped with a locking lever 114 , which has a first, forked end 116 , which receives the bearing pin 108 for rotatably mounting the locking lever 114 .
- the locking lever 114 is therefore rotatably mounted on the carrier assembly 22 , and more precisely on the frame part 24 , at its first end 116 .
- this is coupled to the locking actuator 112 via an elongated hole 120 .
- the locking actuator 112 is designed as a bistable lifting magnet.
- an armature 122 of the locking actuator 112 can be held both in its extended position and in its retracted position in the de-energised state (see FIGS. 7 and 8 ).
- the locking actuator 112 only needs to be energised to move the armature 122 between these two positions.
- a locking tooth 124 is furthermore positioned between the first end 116 and the second end 118 as seen in a direction along the longitudinal extent of the locking lever 114 .
- This locking tooth is formed in one piece with the locking lever 114 .
- the toothing of the driven gearwheel 40 moreover acts as a locking contour.
- the locking tooth 124 can therefore be optionally brought into engagement with the locking contour through the actuation of the locking actuator 112 .
- Such a position of the locking assembly 106 is also referred to as a locking position or locking state.
- this gearwheel can be freely rotated.
- a position of the locking assembly 106 is referred to as a release position (see FIG. 8 ).
- the locking lever 114 furthermore has a supporting projection 126 in the direction along its longitudinal extent between the first end 116 and the second end 118 , the flank 128 of which supporting projection forms a supporting contour 129 .
- the supporting projection 126 is also formed in one piece on the locking lever 114 .
- flank 128 lies against a bearing contour 132 , which is formed as an arcuate wall portion 130 of the frame part 24 , i.e. of the carrier assembly 22 , in a substantially radial direction with respect to the bearing pin 108 .
- a lateral surface of the arcuate wall portion 130 which faces the flank 128 , is designed as a lateral cylinder surface portion of a circular cylinder, whereof the centre axis coincides with a centre axis of the bearing pin 108 .
- the flank 128 is likewise designed as a lateral cylinder surface portion of such a circular cylinder.
- the locking lever 114 is therefore supported on the frame part 24 , i.e. on the carrier assembly, against forces which act substantially radially with respect to the rotational bearing of the locking lever 114 around the bearing pin 108 .
- the bearing contour 132 can therefore also be regarded as part of the third fastening interface 104 .
- the locking lever 114 has a first portion 114 a in the direction along its longitudinal extent, which portion comprises the first end 116 .
- a second portion 114 b comprises the second end 118 .
- the second portion 114 b is offset relative to the first portion 114 a along the centre axis 34 in the direction of the electric motor 28 . It may also be said that the locking lever 114 has a headless design.
- FIGS. 9 and 10 show the control assembly 12 in detail.
- This control assembly comprises a partition panel 134 which, in the illustrated exemplary arrangement, is provided with an edge 136 which extends substantially entirely along an outer circumference of the partition panel 134 .
- the partition panel 134 can therefore also be referred to as a partition compartment.
- the control assembly 12 furthermore comprises a circuit board 138 on which electrical and electronic components (denoted as a whole by 140 ) are arranged and electrically connected to one another via traces.
- the electrical and electronic components 140 form a speed regulating unit for regulating a speed of the electric motor 28 .
- the electrical and electronic components 140 furthermore form a current measuring unit for measuring a current received by the electric motor 28 .
- the electrical and electronic components 140 moreover represent a current supply unit for supplying the electric motor 28 with electric energy.
- the electrical and electronic components 140 can also be referred to as power electronics.
- the electrical and electronic components 140 form a temperature measuring unit for measuring a temperature within the actuator assembly 10 .
- a force measuring unit for measuring a brake actuating force provided by the actuator assembly is also created by the electrical and electronic components 140 .
- the electrical and electronic components 140 furthermore represent an actuating unit for the locking assembly 106 .
- a rotational position detection unit for detecting a rotational position of the electric motor 28 is formed by the electrical and electronic components 140 , which rotational position detection unit is explained in detail below.
- a positioning and fastening arrangement 142 for the circuit board 138 are provided on the partition panel 134 .
- the positioning and fastening arrangement 142 is formed by fastening domes, which are arranged on the partition panel 134 and into which screws 144 , which pass through the circuit board 138 , are screwed.
- the partition panel 134 and the circuit board 139 are connected to one another via a potting material 146 , which is illustrated merely schematically in an exemplary region.
- a clearance which is present between the partition panel 134 and the circuit board 138 is filled substantially entirely with the potting material 146 .
- the electrical and electronic components 140 are thus protected against undesirable external influences, for example against vibrations and moisture.
- the partition panel 134 and the circuit board 138 are arranged relative to the electric motor 28 such that the driven shaft 38 of the electric motor 28 is aligned perpendicularly to the partition panel 134 and to the circuit board 138 .
- a magnet 148 is arranged at an end of the driven shaft 38 of the electric motor 28 which faces the control assembly 12 (see in particular FIGS. 2 and 4 ).
- An associated sensor 150 is positioned on the circuit board 138 at a point which is opposite the magnet 148 (see in particular FIG. 4 ).
- the sensor 150 is designed as a Hall sensor. A rotational position of the driven shaft 38 of the electric motor 28 can thus be detected. When evaluating the rotational position signals over time, revolutions of the driven shaft 38 can also be determined.
- a plug-connector half 152 is integrally provided on the housing 16 , and more precisely on the housing base part 18 (see FIGS. 1 and 4 ).
- the plug-connector half 152 is electrically connected to the circuit board 138 via a plurality of lines which are collectively referred to as the first electric line 154 .
- the first electric line 154 firstly extends within the housing base part 18 .
- the first electric line 154 can already be integrated in the housing base part 18 during the manufacture thereof.
- a portion 154 a of the first electric line 154 which is on the circuit-board side is designed to be dimensionally stable and protrudes from the housing base part 18 in a direction which is aligned substantially parallel to the centre axes 34 and 50 .
- Contact openings 156 associated with the first electric line 154 are provided on the circuit board 138 .
- a passage 158 is furthermore formed on the partition panel 134 so as to ensure that the portion 154 a which is on the circuit-board side reaches the circuit board 138 without making contact with the partition panel 134 .
- the passage 158 is moreover provided with an edge 160 so that the passage 158 is kept free of potting material 146 .
- the first electric line 154 and more precisely the portion 154 a thereof which is on the circuit-board side, can therefore be plugged into the associated contact openings 156 during the installation of the control assembly 12 on the housing base part 18 . In this case, they form an electrical press contact.
- the plug-connector half 152 serves not only for supplying power, but also for connecting the actuator assembly 10 to a bus system, which is for example a CAN bus system.
- Wheel speed sensors can furthermore be connected to the actuator assembly 10 via the plug-connector half 152 .
- the electric motor 28 is also electrically connected to the circuit board 138 .
- dimensionally stable contacts protrude from the electric motor 28 such that they are substantially parallel to the centre axis 34 , which contacts are collectively referred to as the second electric line 162 .
- Contact openings 164 in the circuit board 138 are likewise associated with the second electric line 162 .
- a passage 166 is furthermore provided on the partition panel 134 , through which passage the second electric line 162 can come into engagement with the contact openings 164 .
- the passage 166 is again equipped with an edge 168 , so as to ensure that the passage 166 is kept free of potting material 146 .
- the second electric line 162 also enters the associated contact openings 164 during the installation of the control assembly 12 and forms an electrical press contact.
- the locking actuator 112 is electrically connected to the circuit board 138 via a third electric line 170 (see FIGS. 1 and 2 ).
- the third electric line 170 is also again formed by dimensionally stable contacts, which protrude from the locking actuator 112 along the centre axes 34 and 50 .
- a passage 174 is moreover provided on the partition panel 134 .
- This passage is equipped with an edge 176 so that the passage 174 is also kept free of potting material 146 .
- the third electric line 170 is also inserted into the associated contact openings 172 during the installation of the control assembly 12 and forms an electrical press contact.
- circuit board 138 is therefore electrically coupled to the plug-connector half 152 as well as to the electric motor 28 and the locking actuator 112 .
- retaining ribs 178 are moreover provided in the region of the driven gearwheel 40 and the gearwheel 44 , which retaining ribs substantially form an enveloping end around a gear stage which is formed by the driven gearwheel 40 and the gearwheel 40 .
- Retaining ribs 180 are also provided in the region of the planetary gear stage 48 .
- the retaining ribs 178 , 180 serve to keep a lubricating medium in the region of the gearwheels to be lubricated, even upon a rotation of the driven gearwheel 40 , the gearwheel 44 and the planetary gear stage 48 .
- a service brake function can be provided when the actuator assembly 10 is coupled to the brake calliper assembly 98 .
- the actuator assembly 10 is then operated in service brake mode.
- the electric motor 28 is controlled by the control assembly 12 in such a way that it brings about a desired displacement of the spindle nut 88 —the actuating slide 88 —along the centre axis 50 via the gear train 58 , the planetary gear stage 48 and the spindle drive 72 .
- the electric motor 28 can fundamentally be actuated in both directions of rotation so that the actuating slide 88 can also be actively displaced in both directions.
- the actuating slide 88 can be restored to a retracted position, i.e. the pressure on the brake pad 96 can be relieved, as a result of the elasticities which are inherent to the system on the one hand and the non-self-locking configuration of the actuator assembly 10 on the other.
- the locking assembly 106 In such an operating mode, the locking assembly 106 always assumes the release state (see FIG. 8 ).
- a parking brake function can be provided by the actuator assembly 10 .
- a parking brake mode can be activated in that the spindle nut 88 (which forms the actuating slide 88 ) is transferred to its extended position by the electric motor 28 and the brake pad 96 is therefore applied to the brake rotor 100 .
- the brake pad 102 is also applied to the brake rotor 100 as a result of reaction forces which act within the actuator assembly 10 .
- the spindle nut 88 (which forms the actuating slide 88 ) is actively held in the extended position by the electric motor 28 , i.e. the electric motor 28 is energized accordingly.
- a current supply to the electric motor 28 is only interrupted when the locking tooth 124 securely engages in the locking contour formed by the toothing of the driven gearwheel 40 .
- the electric motor 28 is actuated in a direction in which it forces the spindle nut 88 (which forms the actuating slide 88 ) into the extended position, i.e. it moves it in the direction of the brake pad 96 .
- the locking lever 114 can therefore be easily transferred from the locking position to the release position by the locking actuator 112 (see FIGS. 7 and 8 )
- the energization of the electric motor 28 can then be stopped so that the spindle nut 88 automatically moves back into the retracted position due to the lack of a self-locking effect.
- the electric motor 28 is instead actuated in a direction which corresponds to the extended position of the spindle nut 88 in such a way that the locking lever 114 is forced into its release position by the electric motor 28 .
- the electric motor 28 can then be operated in a direction which is associated with the retracted position of the spindle nut 88 so that the parking brake mode is deactivated.
- the parking brake mode may be deactivated merely by actuating the locking lever 114 by the locking actuator 112 .
- the electric motor 28 is not used to deactivate the parking brake mode.
- the locking lever 144 may have to be switched under load.
- the actuator assembly 10 can be manufactured as follows.
- the housing base part 18 is provided.
- the already pre-assembled drive assembly 14 is inserted into the housing base part 18 .
- the drive assembly 14 comprises the carrier assembly 22 , on which the electric motor 28 , the spindle drive 72 and the gear unit 67 is mounted, which gear unit drivingly couples the electric motor 28 and the spindle drive 72 and comprises the clear train 58 and the planetary gear stage 48 .
- the control assembly 12 is then inserted into the housing base part 18 .
- control assembly 12 comprises the partition panel 134 and the circuit board 138 .
- the electric motor 28 is moreover electrically connected to the circuit board via the second electric line 162 .
- the plug-connector half 152 is furthermore electrically connected to the circuit board 138 via the first electric line 154 .
- the locking actuator 112 is also connected to the circuit board 138 via the third electric line 170 during the insertion of the control assembly 12 .
- the electrical connections are each formed in that the electric lines 154 , 162 , 170 are plugged into the respectively associated contact openings 156 , 164 , 172 to form an electrical press contact.
- the housing base part 18 is finally closed by fitting the housing cover 20 .
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Abstract
An actuator assembly for a vehicle brake is described, which comprises a control assembly, which can be installed as a separate sub-unit and has a partition panel and a circuit board fastened to said partition panel. The actuator assembly furthermore has a drive assembly (14), which can be installed as a separate sub-unit and which comprises a carrier assembly on which an electric motor, a spindle drive and a gear unit are mounted, which gear unit drivingly couples the electric motor and the spindle drive. The control assembly and the drive assembly are arranged in a common housing. A method for manufacturing an actuator assembly for a vehicle brake is furthermore presented.
Description
- This application claims priority to German Priority Application No. 102021129955.1, filed Nov. 17, 2021, the disclosure of which is incorporated herein by reference in its entirety.
- The disclosure relates to an actuator assembly for a vehicle brake. The disclosure is furthermore based on a method for manufacturing an actuator assembly for a vehicle brake.
- An actuator assembly in this case serves to move a brake pad of an associated vehicle brake into a braking position in which it is applied to a brake rotor, for example a brake disc, with a certain contact force. hi some cases, actuator assemblies are also used to actively lift the brake pad off the brake rotor and thus transfer it to a rest position.
- Given that vehicle brakes and associated actuator assemblies are produced in high quantities, it is important to configure actuator assemblies in such a way that they can be manufactured in a simple and cost-effective manner. Simple and cost-effective installation is particularly important in this case.
- This is where the disclosure comes in to play. What is needed is to create an actuator assembly which can be manufactured in a particularly simple and cost-effective manner.
- Accordingly, an actuator assembly of the type mentioned at the outset is provided, which has a control assembly, which can be installed as a separate sub-unit and which comprises a partition panel and a circuit board fastened to said partition panel. The actuator assembly furthermore has a drive assembly, which can be installed as a separate sub-unit and which comprises a carrier assembly, on which an electric motor, a spindle drive and a gear unit are mounted, which gear unit drivingly couples the electric motor and the spindle drive. In one exemplary arrangement, a driven shaft of the electric motor is aligned substantially perpendicularly to the partition panel and to the circuit board. The control assembly and the drive assembly are arranged in a common housing. In this case, the housing is designed as a sub-unit of the actuator assembly, which sub-unit is separate from the control assembly and the drive assembly. The control assembly and the drive assembly are also mutually separate sub-units. The control assembly, the actuator assembly and the housing can therefore firstly be produced separately from one another, which can take place in parallel. The manufacture of the actuator assembly then only requires the control assembly and the drive assembly to be inserted into the housing. This is comparatively simple and can take place within a short period of time. All in all, the actuator assembly can therefore be manufactured in a very simple, rapid and cost-effective manner. Given that the control assembly is designed to be part of the actuator assembly, the actuator assembly moreover has comparatively few external interfaces. This can therefore be installed in a vehicle with little effort.
- In one exemplary arrangement, the electric motor which is present in the actuator assembly is designed as a brushless DC motor. It can be a three-phase motor, Such an electric motor can be operated in an efficient manner. Moreover, it can provide a comparatively high torque relative to its volume. In other words, such an electric motor is compact.
- Moreover, respective centre axes of the spindle drive and the electric motor are advantageously arranged in parallel. A compact construction of the drive assembly and therefore the actuator assembly as a whole is thus achieved.
- The circuit board of the control assembly is provided with a printed circuit, for example. Alternatively or additionally, electrical and/or electronic components are arranged and electrically contacted on the circuit board.
- In one exemplary arrangement, the partition panel of the control assembly is manufactured from plastic material. If the partition panel is provided with edges, it can also be referred to as a partition compartment. The partition compartment may also be manufactured from plastic material.
- In one exemplary arrangement, the partition panel is positioned on a side of the control assembly which faces the drive assembly. In the installed state, the partition panel is then located between the drive assembly and the circuit board. It therefore represents a dividing wall between the components of the drive assembly and the components of the control assembly.
- Positioning and/or fastening devices for the drive assembly can moreover be provided on the housing. Appropriate devices for positioning and/or fastening the control assembly can also be provided on the housing. Alternatively or additionally, it is possible that the drive assembly comprises devices for positioning and/or fastening the control assembly. The reverse situation is also conceivable, i.e, the control assembly can comprise devices for positioning and/or fastening the drive assembly. A combination of these alternatives is also possible.
- The housing can be manufactured from plastic material, at least in part. Such housings can be manufactured in a simple and cost-effective manner, for example using an injection moulding technique.
- In one exemplary arrangement, the housing is manufactured entirely from plastic material.
- According to one exemplary arrangement, the housing comprises a substantially shell-shaped housing base part and a housing cover which closes the housing base part. Such a construction is structurally simple. Moreover, a housing base part and a housing cover can be manufactured in a simple and cost-effective manner. In this case, the housing cover can also be shell-shaped. Alternatively, the housing cover can be plate-shaped.
- In one exemplary arrangement, the housing base part and the housing cover are tightly welded to one another in the installed state. The control assembly and the drive assembly are therefore reliably protected against undesirable environmental influences.
- According to one exemplary alternative, a cooling body made of metal is provided on the housing cover, which cooling body contacts at least one electrical or electronic component of the circuit board in a thermally conductive manner. Heat which is generated during operation of the circuit board can thus be reliably dissipated to the environment.
- According to another exemplary alternative, the housing cover is manufactured from metal and serves overall as a cooling body. The housing cover is then coupled to at least one electrical or electronic component of the circuit board in a thermally conductive manner so that heat which is generated during operation of the circuit board can be reliably dissipated to the environment via the housing cover.
- An arrangement for positioning and fastening the circuit board can be provided on the partition panel. The circuit board can thus be positioned and fastened on the partition panel in a simple and reliable manner. In this case, the positioning comprises both a translatory and a rotational positioning. Centring represents a special type of positioning.
- In one exemplary arrangement, retaining ribs for lubricating medium are arranged on a side of the partition panel which faces the drive assembly. In the installed state of the drive assembly and the control assembly, the retaining ribs are adjacent to components of the drive assembly. To enable efficient operation of these components, they can be provided with a lubricating medium, for example lubricating grease. The retaining ribs now have the effect of also keeping the lubricating medium in the region of the associated components during operation of the actuator assembly. This applies in light of the centrifugal forces which occur during operation of the drive assembly. All in all, good reliability and operational safety of the actuator assembly can thus be ensured.
- A plug-connector half can also be integrally provided on the housing, wherein the plug-connector half is electrically connected to the circuit board via at least a first electric line. In this case, describing the line as a “first” line merely serves for simple explanation. A number of lines is not implied. The plug-connector half can be designed to supply the actuator assembly with electric energy. Alternatively or additionally, it is conceivable for the actuator assembly to be connected to a bus system, e.g, a CAN bus system, via the plug-connector half. It is also possible to couple a wheel speed sensor to the actuator assembly via the plug-connector half, which wheel speed sensor is associated with a wheel to be braked. The actuator assembly is therefore reliably supplied with the required energy and the signals which are required for operation.
- In one exemplary arrangement, the components of the plug-connector half are integrated at least partially in the housing. In this case, the components of the plug-connector half can be pressed into the housing or overmoulded with portions of the housing. Both variants can be produced in a technically simple manner.
- In this case, it is possible for the first electric line to be integrated in the housing, at least in part, wherein a portion of the first electric line which is on the circuit-board side extends substantially parallel to the driven shaft of the electric motor. The first electric line is injection moulded into the housing, for example. The installation of the actuator assembly is thus very simple.
- In one exemplary arrangement, the first electric line is dimensionally stable. This applies especially to the portion thereof which is on the circuit-board side. Contacting of the circuit board is therefore possible via a press connection or an insulation displacement connection. The electrical contacting therefore involves little effort.
- The electric motor and the circuit board can be electrically connected via a second electric line, wherein the second electric line extends substantially parallel to the driven shaft of the electric motor. This results in a comparatively short second electric line. A structurally simple construction of the actuator assembly is thus achieved.
- In one exemplary arrangement the second electric line is also dimensionally stable. The effects and advantages achieved are the same as those which have already been explained with respect to the first electric line.
- Moreover, the partition panel and the circuit board can be connected via a potting material, at least in part. Electric lines provided on the circuit board as well as electrical and/or electronic components can thus be protected against environmental influences. This applies especially to vibrations and moisture. In one exemplary arrangement, the potting material is introduced into the subassembly comprising the circuit board and the partition panel before said subassembly is installed in the housing.
- Moreover, passages, which are delimited by edges, can be provided on the partition panel, wherein the edges serve to keep the passages free of potting material. In this case, passages for the first electric line and/or the second electric line are provided with such edges, for example.
- The control assembly can comprise a speed regulating unit for regulating a speed of the electric motor and/or a current measuring unit for measuring a current received by the electric motor and/or a current supply unit for supplying the electric motor with electric energy and/or a temperature measuring unit for measuring a temperature within the actuator assembly and/or a force measuring unit for measuring a brake actuating force provided by the actuator assembly and/or a rotational position detection unit for detecting a rotational position of the electric motor and/or an actuating unit for a locking assembly for blocking the driven shaft of the electric motor against rotation. In this connection, the power supply unit can also be referred to as power electronics. All in all, numerous electrical or electronic type functionalities are provided directly in the actuator assembly. In this connection, it is also possible to refer to these functions as being decentralised or locally available. Installation of the actuator assembly is thus simplified, since the number of external interfaces is comparatively small.
- In one alternative arrangement, a magnet is arranged on an end of the driven shaft of the electric motor which faces the control assembly. A sensor which is associated with the magnet is positioned on the circuit board such that it is substantially opposite the end of the driven shaft. Accordingly, the magnet can also be referred to as a sensor magnet. In one exemplary arrangement, the magnet is a permanent magnet. The sensor is for example a Hall sensor or an inductive sensor. In both alternatives, a rotational position of the driven shaft of the electric motor can be determined by the magnet and the sensor. If associated sensor signals are evaluated over time, motor revolutions can also be detected. Both alternatives are simple and serve for reliable operation of the actuator assembly.
- In this case, it is possible to deduce a spindle nut travel and a spindle nut position of a spindle nut of the spindle drive on the basis of the revolutions of the driven shaft of the electric motor, since there is a constant relationship between the revolutions of the electric motor and the spindle nut travel. With knowledge of the system rigidity of the actuator assembly, and depending on the associated brake pad thickness and the temperature, the value of an application force for the vehicle brake which is currently being generated by the actuator assembly can furthermore be determined using the spindle nut travel or the spindle nut position.
- By measuring a current consumption of the electric motor, it is also possible to deduce the currently generated motor torque. From this, it is possible to derive the torque introduced into the spindle drive and, in turn, the application force, since the transmission ratios are constant and only the current level of efficiency needs to be evaluated.
- In a further alternative arrangement, the application force can be measured by an integrated force sensor.
- In a situation in which there are two more measurement values for the application force, these can be compared for the purpose of fault detection. In this case, for example, a fault situation can be deduced if the measurement values deviate from one another by more than a specified amount or more than a specified percentage.
- A method for manufacturing an actuator assembly for a vehicle brake, comprising the following steps is also disclosed:
- a) providing a substantially shell-shaped housing base part,
- b) inserting a drive assembly into the housing base part, which drive assembly comprises a carrier assembly on which an electric motor, a spindle drive and a gear unit are mounted, which gear unit drivingly couples the electric motor and the spindle drive.
- c) inserting a control assembly into the housing base part, which control assembly comprises a partition panel and a circuit board fastened to said partition panel, wherein the insertion results in an electrical connection of at least the electric motor and the circuit board, and
- d) closing the housing base part with a housing cover.
- Such a method is structurally simple and can therefore be implemented in a rapid and cost-effective manner. In this connection, the driven shaft of the electric motor is again aligned substantially perpendicularly to the partition panel and to the circuit board.
- Moreover, a plug-connector half can be integrally provided on the housing and the plug-connector half can be electrically connected to the circuit as a result of inserting the control assembly into the housing base part. This takes place without additional effort during the insertion of the control assembly.
- In one exemplary arrangement, the circuit board is electrically connected to the electric motor and/or the plug-connector half by forming an electrical press connection or an electrical insulation displacement connection. The electrical contacting therefore takes place without further activity during the insertion of the corresponding assembly. Therefore, the electrical contacting does not require additional effort.
- The disclosure is explained below with reference to an exemplary arrangement, which is shown in the accompanying drawings, in which:
-
FIG. 1 shows an exemplary actuator assembly, which has been manufactured by a method for manufacturing an actuator assembly, in a perspective exploded illustration, -
FIG. 2 shows a drive assembly of the actuator assembly ofFIG. 1 in an isolated, partially sectional illustration, -
FIG. 3 shows the actuator assembly ofFIG. 1 in a sectional view in the plane III ofFIG. 1 , wherein a brake calliper assembly is connected to the actuator assembly, -
FIG. 4 shows the actuator assembly ofFIG. 3 in a view along the section line IV-IV, wherein a spindle drive of the actuator assembly is not illustrated, -
FIG. 5 shows a carrier assembly of the drive assembly ofFIG. 2 in a perspective exploded illustration, -
FIG. 6 shows the drive assembly ofFIG. 2 in a rear view, wherein a spindle drive is not illustrated, -
FIG. 7 shows a detailed view of a locking assembly of the actuator assembly ofFIGS. 1 to 6 , wherein the locking assembly assumes a locking state, -
FIG. 8 shows a detailed view, corresponding toFIG. 7 , of the locking assembly, wherein the locking assembly assumes a release state, -
FIG. 9 shows a control assembly of the actuator assembly ofFIG. 1 in a perspective exploded illustration, and -
FIG. 10 shows the control assembly ofFIG. 9 in a view along the direction X inFIG. 9 . -
FIG. 1 shows anactuator assembly 10 for a vehicle brake. - The
actuator assembly 10 comprises acontrol assembly 12, which can be installed as a separate sub-unit, and adrive assembly 14, which can be installed as a separate sub-unit. - The
control assembly 12 and thedrive assembly 14 are arranged in a common housing 16. - The housing 16 comprises a substantially shell-shaped housing base part 18 and a housing cover 20, by which the housing base part 18 is tightly dosed in the installed state.
- In the illustrated exemplary arrangement, the housing cover 20 is also substantially shell-shaped.
- Both the housing base part 18 and the housing cover 20 are manufactured from plastic material. The housing 16 in its entirety is therefore made of plastic material.
- The
drive assembly 14 can be seen in detail inFIGS. 2 to 6 . - The
drive assembly 14 comprises acarrier assembly 22, which has a plate-shaped frame part 24 (see for exampleFIGS. 2 and 5 ). - A
first fastening interface 26, to which anelectric motor 28 is fastened in the illustrated exemplary arrangement, is provided on the plate-shapedframe part 24. - For example, the
electric motor 28 is connected to theframe part 24 in a captive manner via thefirst fastening interface 26. To this end, abore 30, via which theelectric motor 28 can be fastened to theframe part 24 by a fastener, such as a screw (seeFIGS. 4 and 5 ), is provided on theframe part 24. - Moreover, a
centring device 32 in the form of a centring surface is arranged on theframe part 24. Theelectric motor 28 can therefore be fastened to theframe part 24 in a centred manner with respect to acentre axis 34 of thefirst fastening interface 26. - Moreover, an
anti-rotation device 36 in the form of an anti-rotation depression is provided, which is designed to prevent theelectric motor 28 from rotating with respect to theframe part 24. - To introduce a torque into the
drive assembly 14, a drivengearwheel 40 is arranged on a drivenshaft 38 of theelectric motor 28. - A bearing
pin 42 is moreover provided on theframe part 24, on which bearing pin agearwheel 44, which meshes with the drivengearwheel 40, is mounted in the illustrated exemplary arrangement. - Moreover, a receiving
space 46 for aplanetary gear stage 48 is provided on theframe part 24. In the illustrated exemplary arrangement, the receivingspace 46 is substantially bell-shaped (see in particularFIG. 5 ). - In this case, a
centre axis 50 of the receivingspace 46 is arranged substantially parallel to thecentre axis 34 of thefirst fastening interface 26. - A reinforcing
part 52 is furthermore fastened to theframe part 24 in such a way that it spans the receivingspace 46 at the axial end face with respect to thecentre axis 50. - In the illustrated exemplary arrangement, the reinforcing
part 52 is substantially cross-shaped. - A
bearing point 54 for agearwheel 56 is moreover provided on the reinforcingpart 52, which gearwheel is arranged coaxially to theplanetary gear stage 48. - The
gearwheel 56 meshes with thegearwheel 44. - A
gear train 58 is thus formed by thegearwheel 44 and thegearwheel 56, as the input element of said gear train operates the drivengearwheel 40. - The
gearwheel 56 is furthermore formed in one piece with asun wheel 60 of theplanetary gear stage 48. Thegear train 58 and theplanetary gear stage 48 are thus drivingly coupled. - The
planetary gear stage 48 moreover comprises aring gear 62, which extends substantially along an inner circumference of the receiving space 46 (see for exampleFIG. 5 ). - In the illustrated exemplary arrangement, a total of three
planetary gears 64 are drivingly provided between thesun wheel 60 and thering gear 62. These planetary gears are rotatably mounted on aplanetary carrier 66. - In this case, the
planetary carrier 66 represents a driven element of theplanetary gear stage 48. - The
gear train 58 and theplanetary gear stage 48 are also referred to collectively as agear unit 67. - The
frame part 24 moreover has asecond fastening interface 68, which is designed for fastening abearing sleeve 70 for aspindle drive 72. - In this case, a centre axis of the
second fastening interface 68 coincides with thecentre axis 50 of the receivingspace 46 and is therefore denoted by the same reference sign. - The
second fastening interface 68 has ananti-rotation geometry 74, which extends circumferentially around thecentre axis 50 and is formed by a plurality ofradial projections 76 andradial depressions 78 arranged circumferentially in an alternating manner. For better clarity, only oneexemplary radial projection 76 and one exemplaryradial depression 78 are denoted by a reference sign in each case inFIGS. 5 and 6 . - The
radial projections 76 and theradial depressions 78 are provided at a constant spacing. This means that theradial depressions 78 each have the same length in the circumferential direction. Theradial projections 76 also each have the same length in the circumferential direction. A radial height of theradial projections 76 is moreover constant. - An
anti-rotation device 80 of thesecond fastening interface 68 is thus formed. - On that end of the bearing
sleeve 70 which is to be coupled to thesecond fastening interface 68, acomplementary geometry 82 is provided so that the bearingsleeve 70 can be inserted into theanti-rotation geometry 74 of thesecond fastening interface 68 along thecentre axis 50 and is held therein in a torsion-resistant manner. - The
spindle drive 72 is received in the interior of the bearingsleeve 70. - This spindle drive comprises a
spindle 84, which, in the present exemplary arrangement, is configured as a ball screw (see for exampleFIG. 2 ). - In this case, the
spindle 84 is connected to theplanetary carrier 66 in a torsion-resistant manner via thetoothed portion 86. - The
spindle drive 72 can therefore be driven by theelectric motor 28. In detail, theelectric motor 28 is drivingly coupled to thespindle drive 72 via thegear train 58 and theplanetary gear stage 48. - A
spindle nut 88, which is configured in the shape of a piston, is mounted on thespindle 84. In this case, a rotation of thespindle 84 brings about an axial displacement of thespindle nut 88 along thecentre axis 50. - In this case, the
spindle nut 88 is guided along thecentre axis 50 via alinear guiding geometry 90 on the bearingsleeve 70. Thelinear guiding geometry 90 corresponds substantially to a cylinder lateral surface which forms the inner circumference of the bearingsleeve 70. - The
spindle nut 88 is furthermore prevented from performing a relative rotation around thecentre axis 50 by ananti-rotation device 92, which is designed as an elongated hole in the bearingsleeve 70. To this end, aradial projection 94 is attached to thespindle nut 88, which radial projection engages in the elongated hole (seeFIG. 3 ). - The
spindle nut 88 moreover serves as an actuating slide for afirst brake pad 96 of a brake calliper assembly 98 (seeFIG. 3 ). Since thespindle nut 88 and the actuating slide are formed by the same component, they are denoted by the same reference sign. - The
first brake pad 96 can therefore be actively moved towards abrake rotor 100 by theactuator assembly 10, which brake rotor is designed as a brake disc in the illustrated exemplary arrangement. - In detail, by the
electric motor 28, theactuating slide 88 is optionally transferred to an extended position via thegear train 58, theplanetary gear stage 48 and thespindle drive 72, which extended position is associated with thefirst brake pad 96 being applied to thebrake rotor 100. - Owing to the reaction forces acting within the
actuator assembly 100 and thebrake calliper assembly 98, asecond brake pad 102 is thus also applied to the brake rotor 100 (again, seeFIG. 3 ). - It goes without saying that, through the operation of the
electric motor 28, theactuating slide 88 can be moved into a retracted position in the same way, which retracted position is associated with thefirst brake pad 96 and thesecond brake pad 102 being lifted off thebrake rotor 100. - In the present exemplary arrangement, however, the actuating
assembly 10 is designed without self-locking, so that theactuating slide 88, owing to the elasticities inherent to the system, is also automatically moved back into the retracted position when it is no longer actively forced into the extended position by theelectric motor 28. - A
third fastening interface 104 is moreover provided on the frame part 24 (see for exampleFIG. 6 ). - This fastening interface is designed for fastening a locking
assembly 106, wherein the lockingassembly 106 is in turn provided for optionally blocking the drivenshaft 38 of theelectric motor 28 in terms of rotation. - In this connection, the
third fastening interface 104 comprises abearing pin 108 fastened to theframe part 24 and afastening interface 110 for a lockingactuator 112. - The locking
assembly 106 is equipped with a lockinglever 114, which has a first, forkedend 116, which receives thebearing pin 108 for rotatably mounting the lockinglever 114. - The locking
lever 114 is therefore rotatably mounted on thecarrier assembly 22, and more precisely on theframe part 24, at itsfirst end 116. - At a second,
opposite end 118 of the lockinglever 114, this is coupled to the lockingactuator 112 via anelongated hole 120. - In the illustrated exemplary arrangement, the locking
actuator 112 is designed as a bistable lifting magnet. - This means that an
armature 122 of the lockingactuator 112 can be held both in its extended position and in its retracted position in the de-energised state (seeFIGS. 7 and 8 ). The lockingactuator 112 only needs to be energised to move thearmature 122 between these two positions. - A locking
tooth 124 is furthermore positioned between thefirst end 116 and thesecond end 118 as seen in a direction along the longitudinal extent of the lockinglever 114. - This locking tooth is formed in one piece with the locking
lever 114. - The toothing of the driven
gearwheel 40 moreover acts as a locking contour. - The locking
tooth 124 can therefore be optionally brought into engagement with the locking contour through the actuation of the lockingactuator 112. - If the locking
tooth 124 therefore engages in the drivengearwheel 40, theelectric motor 28 is therefore blocked in terms of rotation (seeFIG. 7 ). Such a position of the lockingassembly 106 is also referred to as a locking position or locking state. - If the locking
tooth 124 is located outside the toothing of the drivengearwheel 40, this gearwheel can be freely rotated. Such a position of the lockingassembly 106 is referred to as a release position (seeFIG. 8 ). - The locking
lever 114 furthermore has a supportingprojection 126 in the direction along its longitudinal extent between thefirst end 116 and thesecond end 118, the flank 128 of which supporting projection forms a supporting contour 129. - The supporting
projection 126 is also formed in one piece on the lockinglever 114. - In this case, the flank 128 lies against a bearing contour 132, which is formed as an arcuate wall portion 130 of the
frame part 24, i.e. of thecarrier assembly 22, in a substantially radial direction with respect to thebearing pin 108. - In this case, a lateral surface of the arcuate wall portion 130, which faces the flank 128, is designed as a lateral cylinder surface portion of a circular cylinder, whereof the centre axis coincides with a centre axis of the
bearing pin 108. - The flank 128 is likewise designed as a lateral cylinder surface portion of such a circular cylinder.
- By way of the supporting
projection 126 and the bearing contour 132, the lockinglever 114 is therefore supported on theframe part 24, i.e. on the carrier assembly, against forces which act substantially radially with respect to the rotational bearing of the lockinglever 114 around thebearing pin 108. - In the locking state, such force components result from a torque which is applied to the driven
gearwheel 40, for example. - The bearing contour 132 can therefore also be regarded as part of the
third fastening interface 104. - To enable its engagement in the driven
gearwheel 40 for the purpose of blocking a rotational movement of theelectric motor 28 without simultaneously obstructing a meshing between the drivengearwheel 40 and thegearwheel 44, the lockinglever 114 has a first portion 114 a in the direction along its longitudinal extent, which portion comprises thefirst end 116. A second portion 114 b comprises thesecond end 118. - In this case, the second portion 114 b is offset relative to the first portion 114 a along the
centre axis 34 in the direction of theelectric motor 28. It may also be said that the lockinglever 114 has a headless design. - It is thus possible that the second portion 114 b extends behind the
gearwheel 44 as seen in the axial direction. -
FIGS. 9 and 10 show thecontrol assembly 12 in detail. - This control assembly comprises a
partition panel 134 which, in the illustrated exemplary arrangement, is provided with anedge 136 which extends substantially entirely along an outer circumference of thepartition panel 134. - The
partition panel 134 can therefore also be referred to as a partition compartment. - The
control assembly 12 furthermore comprises acircuit board 138 on which electrical and electronic components (denoted as a whole by 140) are arranged and electrically connected to one another via traces. - In this case, the electrical and
electronic components 140 form a speed regulating unit for regulating a speed of theelectric motor 28. - The electrical and
electronic components 140 furthermore form a current measuring unit for measuring a current received by theelectric motor 28. - The electrical and
electronic components 140 moreover represent a current supply unit for supplying theelectric motor 28 with electric energy. In this connection, the electrical andelectronic components 140 can also be referred to as power electronics. - Moreover, the electrical and
electronic components 140 form a temperature measuring unit for measuring a temperature within theactuator assembly 10. - A force measuring unit for measuring a brake actuating force provided by the actuator assembly is also created by the electrical and
electronic components 140. - The electrical and
electronic components 140 furthermore represent an actuating unit for the lockingassembly 106. - In addition, a rotational position detection unit for detecting a rotational position of the
electric motor 28 is formed by the electrical andelectronic components 140, which rotational position detection unit is explained in detail below. - In order to fasten the
partition panel 134 and thecircuit board 138 to one another in a predetermined relative position, a positioning andfastening arrangement 142 for thecircuit board 138 are provided on thepartition panel 134. - In the exemplary arrangement illustrated in
FIG. 9 , the positioning andfastening arrangement 142 is formed by fastening domes, which are arranged on thepartition panel 134 and into which screws 144, which pass through thecircuit board 138, are screwed. - Moreover, the
partition panel 134 and the circuit board 139 are connected to one another via apotting material 146, which is illustrated merely schematically in an exemplary region. In one exemplary arrangement, a clearance which is present between thepartition panel 134 and thecircuit board 138 is filled substantially entirely with thepotting material 146. The electrical andelectronic components 140 are thus protected against undesirable external influences, for example against vibrations and moisture. - The
partition panel 134 and thecircuit board 138 are arranged relative to theelectric motor 28 such that the drivenshaft 38 of theelectric motor 28 is aligned perpendicularly to thepartition panel 134 and to thecircuit board 138. - In this case, a
magnet 148 is arranged at an end of the drivenshaft 38 of theelectric motor 28 which faces the control assembly 12 (see in particularFIGS. 2 and 4 ). - An associated
sensor 150 is positioned on thecircuit board 138 at a point which is opposite the magnet 148 (see in particularFIG. 4 ). - In the illustrated exemplary arrangement, the
sensor 150 is designed as a Hall sensor. A rotational position of the drivenshaft 38 of theelectric motor 28 can thus be detected. When evaluating the rotational position signals over time, revolutions of the drivenshaft 38 can also be determined. - In order to supply the
control assembly 12 and in particular the electrical andelectronic components 140 with electric energy, a plug-connector half 152 is integrally provided on the housing 16, and more precisely on the housing base part 18 (seeFIGS. 1 and 4 ). - In this case, the plug-
connector half 152 is electrically connected to thecircuit board 138 via a plurality of lines which are collectively referred to as the firstelectric line 154. - Starting from the plug-
connector half 152, the firstelectric line 154 firstly extends within the housing base part 18. In this connection, the firstelectric line 154 can already be integrated in the housing base part 18 during the manufacture thereof. - In this case, a
portion 154 a of the firstelectric line 154 which is on the circuit-board side is designed to be dimensionally stable and protrudes from the housing base part 18 in a direction which is aligned substantially parallel to the centre axes 34 and 50. - Contact
openings 156 associated with the firstelectric line 154 are provided on thecircuit board 138. - A
passage 158 is furthermore formed on thepartition panel 134 so as to ensure that theportion 154 a which is on the circuit-board side reaches thecircuit board 138 without making contact with thepartition panel 134. - The
passage 158 is moreover provided with anedge 160 so that thepassage 158 is kept free ofpotting material 146. - The first
electric line 154, and more precisely theportion 154 a thereof which is on the circuit-board side, can therefore be plugged into the associatedcontact openings 156 during the installation of thecontrol assembly 12 on the housing base part 18. In this case, they form an electrical press contact. - In the illustrated exemplary arrangement, the plug-
connector half 152 serves not only for supplying power, but also for connecting theactuator assembly 10 to a bus system, which is for example a CAN bus system. - Wheel speed sensors can furthermore be connected to the
actuator assembly 10 via the plug-connector half 152. - The
electric motor 28 is also electrically connected to thecircuit board 138. - To this end, dimensionally stable contacts protrude from the
electric motor 28 such that they are substantially parallel to thecentre axis 34, which contacts are collectively referred to as the secondelectric line 162. - Contact
openings 164 in thecircuit board 138 are likewise associated with the secondelectric line 162. - A
passage 166 is furthermore provided on thepartition panel 134, through which passage the secondelectric line 162 can come into engagement with thecontact openings 164. - The
passage 166 is again equipped with anedge 168, so as to ensure that thepassage 166 is kept free ofpotting material 146. - As has already been explained with respect to the first
electric line 154, the secondelectric line 162 also enters the associatedcontact openings 164 during the installation of thecontrol assembly 12 and forms an electrical press contact. - The locking
actuator 112 is electrically connected to thecircuit board 138 via a third electric line 170 (seeFIGS. 1 and 2 ). - In this case, the third
electric line 170 is also again formed by dimensionally stable contacts, which protrude from the lockingactuator 112 along the centre axes 34 and 50. - Contact
openings 172 in thecircuit board 138 are again associated with the third electric line 170 (seeFIG. 9 ). - So that the third
electric line 170 can be plugged into thecontact openings 172, apassage 174 is moreover provided on thepartition panel 134. This passage is equipped with anedge 176 so that thepassage 174 is also kept free ofpotting material 146. - As already explained with respect to the first
electric line 154 and the secondelectric line 162. the thirdelectric line 170 is also inserted into the associatedcontact openings 172 during the installation of thecontrol assembly 12 and forms an electrical press contact. - In summary, the
circuit board 138 is therefore electrically coupled to the plug-connector half 152 as well as to theelectric motor 28 and the lockingactuator 112. - On a side of the
partition panel 134 which faces thedrive assembly 14, retainingribs 178 are moreover provided in the region of the drivengearwheel 40 and thegearwheel 44, which retaining ribs substantially form an enveloping end around a gear stage which is formed by the drivengearwheel 40 and thegearwheel 40. - Retaining
ribs 180 are also provided in the region of theplanetary gear stage 48. - In this case, the retaining
ribs gearwheel 40, thegearwheel 44 and theplanetary gear stage 48. - By the
actuator assembly 10, a service brake function can be provided when theactuator assembly 10 is coupled to thebrake calliper assembly 98. Theactuator assembly 10 is then operated in service brake mode. In this case, theelectric motor 28 is controlled by thecontrol assembly 12 in such a way that it brings about a desired displacement of thespindle nut 88—theactuating slide 88—along thecentre axis 50 via thegear train 58, theplanetary gear stage 48 and thespindle drive 72. - In this case, the
electric motor 28 can fundamentally be actuated in both directions of rotation so that theactuating slide 88 can also be actively displaced in both directions. - It is likewise conceivable to only use the
electric motor 28 to move theactuating slide 88 into an extended position, i.e. to apply thebrake pad 96 to thebrake rotor 100. - In this connection, the
actuating slide 88 can be restored to a retracted position, i.e. the pressure on thebrake pad 96 can be relieved, as a result of the elasticities which are inherent to the system on the one hand and the non-self-locking configuration of theactuator assembly 10 on the other. - In such an operating mode, the locking
assembly 106 always assumes the release state (seeFIG. 8 ). - Moreover, a parking brake function can be provided by the
actuator assembly 10. - In this connection, a parking brake mode can be activated in that the spindle nut 88 (which forms the actuating slide 88) is transferred to its extended position by the
electric motor 28 and thebrake pad 96 is therefore applied to thebrake rotor 100. In this case, thebrake pad 102 is also applied to thebrake rotor 100 as a result of reaction forces which act within theactuator assembly 10. - Finally, the locking
assembly 106 is transferred to the locking state by the locking actuator 112 (seeFIG. 7 ). - Up to the point at which the locking
tooth 124 actually engages in the toothing of the drivengearwheel 40 and therefore locks a rotation of the drivenshaft 38, the spindle nut 88 (which forms the actuating slide 88) is actively held in the extended position by theelectric motor 28, i.e. theelectric motor 28 is energized accordingly. - A current supply to the
electric motor 28 is only interrupted when the lockingtooth 124 securely engages in the locking contour formed by the toothing of the drivengearwheel 40. - There are a plurality of alternatives for deactivating the parking brake mode.
- To this end, in one exemplary alternative, the
electric motor 28 is actuated in a direction in which it forces the spindle nut 88 (which forms the actuating slide 88) into the extended position, i.e. it moves it in the direction of thebrake pad 96. - This relieves the force on the locking
lever 114. - The locking
lever 114 can therefore be easily transferred from the locking position to the release position by the locking actuator 112 (seeFIGS. 7 and 8 ) - The energization of the
electric motor 28 can then be stopped so that thespindle nut 88 automatically moves back into the retracted position due to the lack of a self-locking effect. - It is alternatively conceivable that, rather than the locking
lever 114 being transferred to the release position as a result of an actuation of the lockingactuator 112, theelectric motor 28 is instead actuated in a direction which corresponds to the extended position of thespindle nut 88 in such a way that the lockinglever 114 is forced into its release position by theelectric motor 28. - The
electric motor 28 can then be operated in a direction which is associated with the retracted position of thespindle nut 88 so that the parking brake mode is deactivated. - It goes without saying that it is also conceivable for the parking brake mode to be deactivated merely by actuating the locking
lever 114 by the lockingactuator 112. In this alternative, theelectric motor 28 is not used to deactivate the parking brake mode. However, the lockinglever 144 may have to be switched under load. - The
actuator assembly 10 can be manufactured as follows. - Firstly, the housing base part 18 is provided.
- Then, the already
pre-assembled drive assembly 14 is inserted into the housing base part 18. - As already explained, the
drive assembly 14 comprises thecarrier assembly 22, on which theelectric motor 28, thespindle drive 72 and thegear unit 67 is mounted, which gear unit drivingly couples theelectric motor 28 and thespindle drive 72 and comprises theclear train 58 and theplanetary gear stage 48. - The
control assembly 12 is then inserted into the housing base part 18. - As already explained, the
control assembly 12 comprises thepartition panel 134 and thecircuit board 138. - As a result of inserting the
control assembly 12 into the housing base part 18, theelectric motor 28 is moreover electrically connected to the circuit board via the secondelectric line 162. - The plug-
connector half 152 is furthermore electrically connected to thecircuit board 138 via the firstelectric line 154. - The locking
actuator 112 is also connected to thecircuit board 138 via the thirdelectric line 170 during the insertion of thecontrol assembly 12. - In this case, the electrical connections are each formed in that the
electric lines contact openings - The housing base part 18 is finally closed by fitting the housing cover 20.
Claims (20)
1. An actuator assembly for a vehicle brake, comprising:
a control assembly, which can be installed as a separate sub-unit and which comprises a partition panel and a circuit board which is fastened to said partition panel, and having
a drive assembly, which can be installed as a separate sub-unit and which comprises a carrier assembly on which an electric motor, a spindle drive and a gear unit are mounted, which gear unit drivingly couples the electric motor and the spindle drive, wherein a driven shaft of the electric motor is aligned substantially perpendicularly to the partition panel and to the circuit board;
wherein the control assembly and the drive assembly are arranged in a common housing.
2. The actuator assembly according to claim 1 , wherein the housing is manufactured from plastic material, at least in part.
3. The actuator assembly according to claim 1 , wherein the housing comprises a substantially shell-shaped housing base part and a housing cover which closes the housing base part.
4. The actuator assembly according to claim 1 , wherein a positioning and fastening arrangement for the circuit board is provided on the partition panel.
5. The actuator assembly according to claim 1 , wherein retaining ribs for a lubricating medium are arranged on a side of the partition panel which faces the drive assembly.
6. The actuator assembly according to claim 1 , wherein a plug-connector half is integrally provided on the housing, wherein the plug-connector half is electrically connected to the circuit board via at least a first electric line.
7. The actuator assembly according to claim 6 , wherein the first electric line is integrated in the housing, at least in part, wherein a portion of the first electric line which is on a circuit board-side extends substantially parallel to the driven shaft of the electric motor.
8. The actuator assembly according to claim 1 , wherein the electric motor and the circuit board are electrically connected via a second electric line, wherein the second electric line extends substantially parallel to the driven shaft of the electric motor.
9. The actuator assembly according to claim 1 , wherein the partition panel and the circuit board are connected via a potting material, at least in part.
10. The actuator assembly according to claim 1 , wherein the control assembly comprises a speed regulating unit for regulating a speed of the electric motor and/or a current measuring unit for measuring a current received by the electric motor and/or a power supply unit for supplying the electric motor with electric energy and/or a temperature measuring unit for measuring a temperature within the actuator assembly and/or a force measuring unit for measuring a brake actuating force provided by the actuator assembly and/or a rotational position detection unit for detecting a rotational position of the electric motor and/or an actuating unit for a locking assembly for blocking the driven shaft of the electric motor against rotation.
11. The actuator assembly according to claim 1 , wherein a magnet is arranged on an end of the driven shaft of the electric motor which faces the control assembly, and a sensor, which is associated with the magnet, is positioned on the circuit board such that it is substantially opposite the end of the driven shaft.
12. A method for manufacturing an actuator assembly for a vehicle brake, comprising the following steps:
a) providing a substantially shell-shaped housing base part,
b) inserting a drive assembly into the housing base part, which drive assembly comprises a carrier assembly on which an electric motor, a spindle drive and a gear unites are mounted, which gear unit drivingly couples the electric motor and the spindle drive,
c) inserting a control assembly into the housing base part, which control assembly comprises a partition panel and a circuit board fastened to said partition panel, wherein the insertion results in an electrical connection of at least the electric motor and the circuit board, and
d) closing the housing base part with a housing cover.
13. The method according to claim 12 , wherein a plug-connector half is integrally provided on the housing and the plug-connector half is electrically connected to the circuit board as a result of inserting the control assembly into the housing base part.
14. The method according to claim 12 , wherein the circuit board is electrically connected to the electric motor and/or the plug-connector half by forming an electrical press connection or an electrical insulation displacement connection.
15. The actuator assembly according to claim 3 , wherein retaining ribs for a lubricating medium are arranged on a side of the partition panel which faces the drive assembly.
16. The actuator assembly according to claim 7 , wherein the electric motor and the circuit board are electrically connected via a second electric line, wherein the second electric line extends substantially parallel to the driven shaft of the electric motor.
17. The actuator assembly according to claim 1 , wherein the partition panel and the circuit board are connected via a potting material, at least in part.
18. The actuator assembly according to claim 1 , wherein the control assembly comprises a speed regulating unit for regulating a speed of the electric motor and/or a current measuring unit for measuring a current received by the electric motor and/or a power supply unit for supplying the electric motor with electric energy and/or a temperature measuring unit for measuring a temperature within the actuator assembly and/or a force measuring unit for measuring a brake actuating force provided by the actuator assembly and/or a rotational position detection unit for detecting a rotational position of the electric motor and/or an actuating unit for a locking assembly for blocking the driven shaft of the electric motor against rotation.
19. The actuator assembly according to claim 18 , wherein a magnet is arranged on an end of the driven shaft of the electric motor which faces the control assembly, and a sensor, which is associated with the magnet, is positioned on the circuit board such that it is substantially opposite the end of the driven shaft.
20. The method according to claim 13 , wherein the circuit board is electrically connected to the electric motor and/or the plug-connector half by forming an electrical press connection or an electrical insulation displacement connection.
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE102021129955.1A DE102021129955A1 (en) | 2021-11-17 | 2021-11-17 | Actuator assembly for a vehicle brake and method for producing an actuator assembly for a vehicle brake |
DE102021129955.1 | 2021-11-17 |
Publications (1)
Publication Number | Publication Date |
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US20230151861A1 true US20230151861A1 (en) | 2023-05-18 |
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Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
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US17/987,003 Pending US20230151861A1 (en) | 2021-11-17 | 2022-11-15 | Actuator assembly for a vehicle brake and method for manufacturing an actuator assembly for a vehicle brake |
Country Status (3)
Country | Link |
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US (1) | US20230151861A1 (en) |
CN (1) | CN116135627A (en) |
DE (1) | DE102021129955A1 (en) |
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DE102009046044B4 (en) | 2008-11-03 | 2020-06-18 | Continental Teves Ag & Co. Ohg | Electromechanically actuated disc brake for motor vehicles |
DE102011054956B4 (en) | 2011-10-31 | 2022-05-12 | Minebea Mitsumi Inc. | Drive unit for an actuator with an electric motor and associated actuator |
US10794442B2 (en) | 2018-02-06 | 2020-10-06 | Mando Corporation | Electromechanical actuator package with multi-stage belt drive mechanism |
-
2021
- 2021-11-17 DE DE102021129955.1A patent/DE102021129955A1/en active Pending
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2022
- 2022-11-10 CN CN202211402861.3A patent/CN116135627A/en active Pending
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DE102021129955A1 (en) | 2023-05-17 |
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